Not sure how well it works with high Speed and Temperature of the Turbo.
0W30 and similar has been common in Diesel car engines for some time, be interesting to see if lorry engine component life is as long as some of the current Diesel car engines, ie about 100k miles if that before timing chains etc start to disintegrate…though thats probably exacerbated by 20k oil servicing intervals, we’ll see in due course what 0W20 lasts like in a lorry engine with very extended service intervals.
I wouldn’t be putting that gnats ■■■■ into an engine i owned.
Juddian:
I wouldn’t be putting that gnats ■■■■ into an engine i owned.
Nor should you unless the engine was specifically designed for it.
For the moment it’s only suitable for the newest Stralis…no doubt bearing materials etc have been selected to cope with the lower film strength of the oil.
GasGas:
For the moment it’s only suitable for the newest Stralis…no doubt bearing materials etc have been selected to cope with the lower film strength of the oil.
Thinner oil doesn’t automatically mean a lower film strength as oil technology has improved massively in the last decade which has lead to improvements in engine longevity, longer service intervals and better fuel economy.
Bearing material doesn’t contact the crank during normal operation but it’s suspended on a film of high pressure oil so in theory they shouldn’t wear, but for a second or so after starting the oil pump has to build enough pressure to suspend the crank.
Which is where most wear occurs hence the move to low viscosity oils (0w/5w) as they are more easily pumped when cold and build up pressure quicker but tolerances between components (e.g big ends and mains) have to will have to be tighter to build up and maintain oil pressure.
Also the lower viscosity oil has other benefits such as lower fluid drag and better lubricity which improve fuel economy and performance.
Juddian:
0W30 and similar has been common in Diesel car engines for some time, be interesting to see if lorry engine component life is as long as some of the current Diesel car engines, ie about 100k miles if that before timing chains etc start to disintegrate…though thats probably exacerbated by 20k oil servicing intervals, we’ll see in due course what 0W20 lasts like in a lorry engine with very extended service intervals.I wouldn’t be putting that gnats ■■■■ into an engine i owned.
The problems with car engines stem from poor design and neglect rather than the oil, i know as I’ve replaced quite a few cam chains and in most instances they are insufficient for the job due to the requirement for lightness and cost saving, no one will pay extra for more durable components but an integrated tomtom and a fancy bluetooth stereo will get the sale… 
Immigrant:
Not sure how well it works with high Speed and Temperature of the Turbo.
Much better than oils of a few years ago as modern oils are much more resistant to thermal decomposition and therefore stay in grade longer.
Juddian:
0W30 and similar has been common in Diesel car engines for some time, be interesting to see if lorry engine component life is as long as some of the current Diesel car engines, ie about 100k miles if that before timing chains etc start to disintegrate…
My Mondeo was on 165,000 miles when I sold it on. Not a peep from the timing chain. They’ll do over 200,000 miles no problem if serviced when they should be.
I wouldn’t be putting that gnats ■■■■ into an engine i owned.
Just demonstrates your ignorance of the subject to be honest. That grade of oil will be thinner in winter thus circulating round the engine quicker when its cold. Thick oil takes longer when its cold and therefore actually wears an engine out quicker.
The lubricants used in jet turbines are extremely thin. The current oils that service a turbo attached to a lorry engine are a bit of a compromise for economy sake. You have a relatively slow speed engine being fed off the same supply as a high speed turbine/compressor section. These guys know what they’re with. I’d trust them to make advancements. No conversation on trucknet will touch the sides of the maths required when discussing how new lubricants are tested.
Some industrial applications use so-called air bearings
airbearings.co.uk/air-bearin … aring.aspx
Don’t tell the oil companies!
jobseeker:
no one will pay extra for more durable components but an integrated tomtom and a fancy bluetooth stereo will get the sale…
Of course they will, and they do. The market in “aftermarket components” confirms they will. The competition for new vehicle sales maybe explains why “pay extra” for more durable components is not offered?
jobseeker:
GasGas:
For the moment it’s only suitable for the newest Stralis…no doubt bearing materials etc have been selected to cope with the lower film strength of the oil.Thinner oil doesn’t automatically mean a lower film strength as oil technology has improved massively in the last decade which has lead to improvements in engine longevity, longer service intervals and better fuel economy.
Bearing material doesn’t contact the crank during normal operation but it’s suspended on a film of high pressure oil so in theory they shouldn’t wear, but for a second or so after starting the oil pump has to build enough pressure to suspend the crank.
Which is where most wear occurs hence the move to low viscosity oils (0w/5w) as they are more easily pumped when cold and build up pressure quicker but tolerances between components (e.g big ends and mains) have to will have to be tighter to build up and maintain oil pressure.
Also the lower viscosity oil has other benefits such as lower fluid drag and better lubricity which improve fuel economy and performance.
^^^this^^^
It’s a lighter film, not a lower strength film. Oil is used to provide a cushion between metallic parts in an engine, so a lighter, thinner oil will better protect an engine as the oil can get into places easier.
Thinner oils will allow finer tolerance between moving parts and will therefore allow for more efficient, tighter engines.